Fuel device for motors



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a Hoz nua Patented June 30, 1925.

@ENT FFECE.

HARRY Gr. VJEYMOUTH, OF CLEVELAND, OHIO.

FUEL DEVICE FOR IIIGTORS.

Application filed August 1, 1921. Serial No. 489,644.

To all whom t may concer/a.'

Be it known that I, HARRY G. lVErMoUTH,

a citizen of the United States, and a resident of Cleveland, county of Cuyahoga,

State kof Ohio, have invented certain new and useful improvements in Fuel Devices for Motors, of which the following is a speciiication.

This invention relates to internal combus- EU tion engines and more particularly to the fuel supplying means therefor.

' @ne of the o'bjec'ts'of the invention is to provide means for supplying relatively moist air to the intake manifold for the purpose of improving the quality of the fuel mixture and consequently deriving more power from a given amount of fuel and ini-- proving the economy of the engine.

,Other objects and the features of novelty will be apparent from the following description taken in connection with the accompanying drawings, of which;

Figure 1 is a side elevation of an internal combustion engine embodying my invention, certain parts of an automobile being diagrammatically shown;

Fig. 2 is a horizontal section on the line 2-2 of Fig. 1;

Fig. 3 is a section on the line 3 3 of Fig. 2;

Fig. 4 is an enlarged fragment of the in- -take manifold and carburetor with my improved control valve therebetween; and

Fig. 5 is an enlargement of a fragment of F ig. .1.

Referring to the drawings, indicates an internal combustion engine, 11 the intake manifold and 12 the radiator for cooling the cooling water of the engine. The carburetor is indicated at 13 and between the flange 14 on the carburetor and the flange 15 on the intake manifold I arrange the control valve 16 which consists of a rotatable ring 17 mounted in the valve body and provided with an elongated port 18 adapted to register with a port 19 extending through the side wall of the valve body. lThe ring valve 17 has secured thereto an operating arm 2O which projects through a slot 21 in the valve body and connects with one arm of a lever 22 which is mounted on the carburetor 13 and controls the throttle valve 23 by which the supply of fuel from the carburetor is regulated.

rThe valve body 16 is secured between the flanges 1d and 15 by means of bolts 24 and from Fig. 4: it will be noted that the valve port 16 is considerably elongated so that the communication between the port 19 and the intake manifold will be through a very much restricted passage during the early part of the opening movement of the throt- `tle valve.

A. valve body 25 is secured on the valve body 16 and has connected therewith a pipe 26 which extends into the upper part of the air space of radiator 12. rI he valve body 25 contains a valve 27 which consists simply of a cylindrical rod reduced to a semir circular cross-section opposite the port 19 so that the latter may be closed from or put into communication with the pipe 26. The valve 27 is operated by a suitable rod 28 which extends to the dash 29 of the automobile so that the valve 26 may be controlled from the dash.

From the foregoing it will be evident that when the valve 27 is opened and the throttle valve 23 is closed the port 18 will be positioned approximately as indicated in Fig. 2 and no air will be suppliedthrough the pipe 26. However, as the throttle valve 23 is opened by a rod 30 Ywhich connects with the lever 22 the restricted part of the port 18 will be carried into communication with the port 19 and .permit a small amount of air to be drawn into the intake manifold from the pipe 26. As the throttle valve 23 is further opened the wider part of the port 18 will be gradually brought into registration with the port 19 and finally when the throttle valve is fully opened the port 19 will be in full communication with the intake manifold and air will be drawn in through the pipe 26.

Since the pipe 26 communicates with the air space of the radiator, the air withdrawn therefrom must be replaced and this is supplied by the usual overflow pipe 31 and for the purpose of insuring the maximum amount of moisture in the air that is conveyed to the intake manifold, I have provided ak return bend or goose-neck 32 on Vthe upper end of the pipe 31 so that the air drawn into the radiator will be delivered under the surface of the water in the radiator, as clearly indicated in Fig. 5, the air in this case being delivered from the outlet -that will be admitted 83 at the end of the pipe 32 and bubbling; up through the water into the air space of the radiator.

In order to prevent the overflow pipe 3 from siphoning off that part of the radiator waterthat is above the outlet 33, whenever the radiator is filled above the return bendV and the n'iotor is not operating, I havey operating, will be relatively insignificant so that the vacuum produced in the radiator,

above` the surface of the water,r will `cause. the air to be drawn in through the pipe Sl and discharged through the outlet 33 into the water, as previously described.

j I am aware that various devices for supplying auxiliary air to an intake manifold have been heretofore suggested and that it has ralso been suggested that the air be taken from the radiator but I am not aware that 1t has lbeen heretofore proposed to automatically control the supply of auxiliary air, by

-' and in accordance with the throttle valve.

Moreover, I aiu not aware that means have been heretofore provided for insuring a. plentiful'supply of moisture in the air by causing the air to be delivered under the surface o f the water in theradiator.

Devices heretofore suggested for supplying auxiliary air to the intake manifold, have been controlled manually frein the dash of the vehicle `with the result that too inuch air is supplied under conditions where it is desirable to have a very rich mixture, so that in many cases these auxiliary air supplying devices have been more of `a hindrance than a help and they have necessitate'd constant manual control by the optop to prevent siphoning off the erator of the vehicle which takes his attention from the other cont-rol operations necessary to operate a vehicle. y

`With my device, however, the control of the auxiliary air .supply is automatic and graduated in accordance with the control of the throttle valve so that it requires little or no attention from the operator of the vehicle.

Having thus described my invention what I claim is:

l. The Vcoinl'iination of a motor vehicle radiator, an internal combustion engine, an intake conduit for said engine, a throttle valve for said intake conduit, controlling` means for an Vopen overflow pipe connected with the upper-part thereof provided with a return bend at the top so that air supplied therethrough will be delivered into' the water in the radiator, a conduit indepedent of Saidr overflow pipe extending from the space in said radiator, above the water level, to said intake conduit for supplying ,moist air to the latter, and a valve for controlling said said valve, said radiator havingV second-mentioned conduit operatively cony nected With said throttle valve so as to be automatically controlled thereby.

2. The combination of an internal combustion engine, an intake conduit therefor,

a valve body attached to said conduit and forming` an extension thereof means for supplying a combustible mixture through said valve body, a radiator, a conduitfor coiuluctingl moist air from the upper part of lsaid radiator to said valve body, and an overflow pipe. for said radiatorhaving a return bend at the upper end thereof projecting` below the surface of the water in the radiator whereby air supplied through said pipe will be delivered in the water,"said return bend having a vent opening at the water of the radiator.

In testimony whereof I afiix my signature.

HARRY Gr.V IVE YMOUTH. 

